Aircraft with a detachable passenger escape cabin

ABSTRACT

Aircraft  5  with a detachable passenger escape cabin  1  is described comprising detachable piloting systems, namely the center pedestal  3   b,  the control stick  1   k,  the pedals  1   r  as well as the upright sliding bars  1   v,    1   v ′ and  1   t,    1   t ′ between cabin  1  and opening  3  of aircraft  5  for an easy and rapid disengagement of cabin  1  from fuselage  4.

The invention relates to the field of the art of aircraft with emergency equipment and more specifically it relates to an aircraft comprising a detachable passenger escape cabin, which is mounted onto the fuselage of the aircraft. This invention is an extension to our known granted Patents GR. Patent: 1003755, E.P.: 1,280,699 B1, U.S. Pat. No.: 6,682,017 B1, and thus these are now completed with the presentation of the rapid sliding and the detachment of the center pedestal from the cabin bearing the throttle control lever, compensation lever, propeller pitch lever and other levers interacting with the respective control sticks in the aircraft.

Also, the rapid detachment of the control stick and pedestals from the fuselage and the function of the sliding bars for the facilitation of the fast detachment of the cabin during its vertical, upward separation from the fuselage of the aircraft, which then falls to the Earth, is presented herein. Thus, the cabin is released from all the controls and mechanisms connected to it during the piloting of the Aircraft.

It is therefore an object of the herein presented invention to complete the above Patents proposing the mechanisms of fast detachment that are mentioned herein.

These and other advantages and characteristics of the present invention will be included in the herein below detailed description of preferred embodiments.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1A illustrates a perspective view of the escape cabin, shown as detached from the aircraft with its visible openings on the floor for the insertion of the center pedestal, control stick, pedals and bearing the upright sliding bars on its front and rear sides, while on the fuselage of the aircraft the fixedly mounted center pedestal and the other sliding bars on the respective front and rear side, within the opening of the fuselage, can be seen.

FIG. 1B illustrates a perspective view of a portion of the cockpit with the two openings on the floor where the center pedestal and the control stick will be inserted respectively.

FIG. 1C illustrates a perspective view of a portion of the floor of the cockpit where the opening for the insertion of the center pedestal has been formed, as the rectangular elevated wall protecting from the water can be distinguished circumferentially around it, as well as its closed lid inside it with its attached springs on the top and also, in the upper portion of the same figure, the shape of the lid with its springs can be distinguished.

FIG. 1D illustrates a perspective view of the portion of the floor of previous FIG. 1C and after the center pedestal, which appears to be fixedly mounted onto the constructional parts of the fuselage, has been inserted in the lower portion of the formed opening.

FIG. 1E illustrates a perspective view of a portion of the floor of the cockpit from FIG. 1B after the control stick has been inserted in its opening and with its detailed connection with the lower stick which is fixedly mounted onto a constructional part of the fuselage.

FIG. 2A illustrates a perspective view of the separable control stick, disassembled and comprising two separate bars.

FIG. 2B illustrates a perspective view of a detail in the construction of the insertion end of the two bars in previous FIG. 2A.

FIG. 2C illustrates a perspective view of a detail in the connection of the separable control stick, with a sectional view of the point of insertion between the ends of the two control sticks in previous FIGS. 2A, 2B.

FIG. 3A illustrates a perspective view of the pedals in the cockpit, connected with the separable crankshaft by push-pull bars.

FIG. 3B illustrates a perspective view of the separable crankshaft of previous FIG. 3A disassembled and with a detail of its construction.

FIG. 4A illustrates a perspective view of the two upright sliding bars in U Normal Profile—U.N.P individually though detached.

FIG. 4B illustrates a perspective view of the sliding bars of previous FIG. 4A, though assembled and with a detail of their function during sliding.

FIG. 4C illustrates a perspective view of the Escape cabin with one sliding bar from FIG. 4A attached to the exterior front portion of the cockpit, while the other bar is attached to the respective rear portion—with discontinuous lines.

BRIEF DESCRIPTION OF PREFERRED APPLICATIONS

With reference to the accompanying drawings, we will describe preferred applications.

According to the indicated application of FIG. 1A, detachable cabin 1 is illustrated with a through rectangular opening 1 e in cockpit 11, whose length is longer than its width, and opening 1 e penetrates floor 1 f of cabin 1 and extends along it and between the seats of the pilot and co-pilot as it can be discerned in FIG. 1B, inside the cockpit.

As it can be distinguished in FIGS. 1C, 1D, elevated protective wall 1 g is mounted on the perimeter of the shaped opening 1 e, whose purpose is to prevent the water from entering from the external lower portion of floor 1 f through opening 1 e and, successively from reaching cabin 1, when it crashes onto the sea.

This is regarded as a supplementary safety precaution as cabin 1 will be waterproof, with autonomous flotation and also with the supplementary aid of inflatable airbags.

Wall 1 g will be higher than sea level when cabin 1 is floating. However, for extra safety in the upper internal portion of wall 1 g and along it, lid 1 h will be mounted which will close automatically with the use of springs 1 i and seal wall 1 g when necessary and after pedestal 3 b is detached. The function of lid 1 h is also based on the springs whose purpose is to rotate lid 1 h until it seals wall 1 g internally. When pedestal 3 b is inside opening 1 e and surrounded by wall 1 g, the position of lid 1 h is between them in a downward angle and being under the strain of springs 1 i, its surface comes into matching contact with the side of pedestal 3 b which, when detached from opening 1 e, allows springs 1 i to automatically push lid 1 h upwards until it reaches the top of wall 1 g where it seals tight on the internal portion of wall 1 g, not being able to move further or exit wall 1 g as its width is somewhat larger than the internal width of wall 1 g.

FIG. 1A illustrates pedestal 3 b which is fixedly mounted onto constructional parts of frame 3 c of aircraft 5.

Pedestal 3 b is rectangular in shape with a length larger than its width and extending along opening 3 of fuselage 4 of aircraft 5 and its dimensions are somewhat smaller than those of opening 1 e.

When cabin 1 is inserted and mounted in place inside opening 3, pedestal 3 b will forcefully be inserted in its place at the same time by means of the through opening 1 e of floor 1 f of cabin 1 as illustrated in FIG. 1D and it comes into matching contact with the internal dimensions of wall 1 g. Pedestal 3 b bears on its upper portion 3 d the engine control stick, throttle lever, mixture lever, pitch lever, fuel control and fuel contents gauge, wheel of longitudinal balance and other instruments which transmit their movement through wire ropes and cables to corresponding parts of the engine and propeller, on the aircraft. In this way, in emergency situations during the upright detachment of cabin 1, FIG. 1A, from opening 3 of fuselage 4, pedestal 3 b which also moves upright in a downward direction along with attached fuselage 4, simultaneously slides and becomes detached from cabin 1 through opening 1 e, while it automatically releases lid 1 h during its detachment which seals wall 1 g of opening 1 e.

According to FIG. 2A the separable control stick 1 k consists of two separate parts, upper bar 1 m and lower bar 1 m′ connected through false linkage, FIGS. 2B, 2C, and interact with each other.

Upper bar 1 m is the one that always remains in the cockpit of cabin 1 and with its end in it penetrates opening 1 o of floor 1 f, FIGS. 1A, 1B, 1E while at its lower end 1 m it is hollow internally like a tube. Lower bar 1 m′ is fixedly connected to constructional parts 3 c of fuselage 4 and transmits the movements of the upper bar to the corresponding rudders of aircraft 5, FIGS. 1B, 1E, 2C.

In FIG. 2C upper bar 1 m has penetrated with its hollow end 1 n lower bar 1 m′ and more specifically in end 1 n′ and these connected portions are illustrated in sectional view.

The configuration of insertion ends 1 n and 1 n′ is such that makes transmission to all directions of the movements of upper bar 1 m to lower bar 1 m′ possible, and thus they interact.

This is achieved in FIG. 2B with the configuration of ends 1 n and 1 n′ in the form of a splined construction so that all movements forward-backwards-sideways are transmitted precisely from upper bar 1 m to the attached lower bar 1 m′ and successively through wire ropes to the rudders of the aircraft. The splined construction achieves the insertion of the spline-like projections of the end of one bar to the corresponding slots of the end of the other bar.

During the detachment of upper bar 1 m it will be held to place by safety pin 1 j so that it will not be able to penetrate slot 1 o but move vertically along with detachable cabin 1 and slide out of lower bar 1 m′ which is attached to it, FIG. 1E. Slot 1 o as illustrated in FIGS. 1A, 1B, 1E will bear elevated protective wall 1 o′ for the purpose of protecting from the water, and here the aforementioned safety reasons for opening 1 e when pedestal 3 b is detached also apply.

According to the FIGS. 3A, 3B the attachment of the separable crankshaft 1 p to pedals 1 r of floor 1 f of cabin 1 is illustrated. In FIG. 3A pedals 1 r are connected respectively to push-pull bars 1 r′ and transmit movement to crankshaft 1 p which functions like a torque arm and transmits movement through a push-pull bar and wire ropes to the vertical rudder of the tail plane of aircraft 5.

In FIG. 3B bisectional crankshaft 1 p consists of two separate parts, upper crank 1 q and lower crank 1 q′ connected with false linkage and thus they interact. Upper crank 1 q is the one that is fixedly mounted in cabin 1 whereas its tubular portion 1 s penetrates slot 1 x in the floor 1 f of cabin 1. End 1 s is hollow internally like a tube. Lower crank 1 q′ is connected to the push-pull bar which holds it in place in fuselage 4 and transmits movements from upper crank 1 q to the rudder of aircraft 5.

In FIG. 3A, upper crank 1 q has penetrated with its hollow end 1 s the respective end 1 s′ of lower crank 1 q′ and is now assembled.

In FIG. 3B the two parts 1 q and 1 q′ of separable crankshaft 1 p are illustrated disassembled where the configuration of penetrating ends 1 s and 1 s′ is such that allows the transmission of movement to the left—right from upper crank 1 q to lower crank 1 q′ and thus they interact. This is achieved, FIG. 3B, with the configuration of ends 1 s and 1 s′ in the form of splined construction so as to transmit movement precisely and also to enable their detachment and their ability to slide. This splined construction achieves the insertion of spline-shaped projections of the end of one crank to the respective sockets of the end of the other crank. During the vertical separation of upper crank 1 q, it will be held to place in the cabin by push—pull bars 1 r′ which are connected to it and thus it will move vertically along with cabin 1 while the connected parts slide and hence upper crank 1 q is detached from lower crank 1 q′. Also, for safety reasons there will be an elevated protective inner wall 1 x′ to prevent water influx as the same conditions described for pedestal 3 b and bar 1 k apply.

According to FIGS. 1A, 4A, 4B, 4C, the attachment of the sliding bars system 1 v, 1 v′ and 1 t, 1 t′ onto cabin 1 and fuselage 4 for the facilitation of their rapid vertical detachment can be distinguished. Thus, in FIG. 4A two vertical metal section bars of vertical sliding can be distinguished—U.N.P.—U Normal Profile.

Upright sliding bar 1 t is smaller in dimensions than the other upright sliding bar 1 v so that one bar penetrates the other and they slide, FIG. 4B.

In FIGS. 1A, 4C, upright sliding bar 1 v is fixedly attached to the front external point of cockpit 11 of cabin 1 while bar 1 v′ is fixedly attached to the respective rear point of cabin 1.

In FIG. 1A, upright sliding bar 1 t is fixedly attached on the fuselage and, more precisely, inside opening 3 at the front point 3 f, while at the respective rear point 3 f′ upright sliding bar 1 t′ is fixedly attached.

In this way, when cabin 1 is inserted in opening 3 and comes into matching contact with it, upright sliding bars 1 v, 1 v′ of cabin 1 slide into the respective upright sliding bars 1 t, 1 t′ of opening 3.

Thus, the vertical sliding combination of cabin 1 is created with at least 3, or more, alignment points comprising upright sliding bars 1 v, 1 v′ while center pedestal 3 b lies between them, contributing to the alignment of cabin 1 for its rapid escape during its upright, vertical detachment while being assisted by the respective upright sliding bars 1 t and 1 t′ at the front 3 f and rear 3 f′ points of opening 3 of fuselage 4 of aircraft 5.

It must be mentioned that the description of this invention was made with reference to indicative examples of applications to which it is not restricted. Hence, any alterations as regards the described figures, as long as they do not constitute a new invention, are considered as included in the aims of the herein described invention, as specified in the Claims section below. 

1. An aircraft with a detachable passenger escape cabin 1, where in said cabin 1 inside cockpit 11 and between said pilot and co-pilot seats of said aircraft, said through opening 1 e extends longitudinally across floor 1 f, with a configuration that includes said elevated wall 1 g extending circumferentially around it providing protection from the water in emergency conditions and internally on the top of said wall 1 g lid 1 h is attached longitudinally across it which, when rotated by the strain of said springs 1 i, seals the internal portion of said wall 1 g of said opening 1 e, while said center pedestal 3 b is fixedly mounted inside said opening 3 onto the structural elements of said frame 3 c of said aircraft 5 and said center pedestal 3 b penetrates the lower external portion of said opening 1 e vertically and extends longitudinally across and inside it while being in matching contact with said wall 1 g circumferentially, while on one side it is in matching contact with said lid 1 h which, in normal conditions, it is positioned in a downward angle while at the same time it is under the strain of said springs 1 i. Said center pedestal 3 b bears on the external upper portion 3 d said engine control, said throttle, mixture and pitch levers, fuel control and fuel contents gauge and longitudinal balance wheel connected via wire ropes to the respective elements for the piloting of said aircraft 5, whereas when an emergency situation arises, said center pedestal 3 b moves upright and vertically downwards together with said fuselage 4 sliding inside said wall 1 g and out through the lower part of said opening 1 e of said floor 1 f of said cabin 1 while at the same time said lid 1 h, being under the strain of said springs 1 i, rotates upwards and seals the upper portion of said wall 1 g internally protecting it from the water when said cabin 1 crashes onto the sea, and said cabin 1 and fuselage 4 of aircraft 5 consist of the following: A detachable control stick system 1 k. A separable crankshaft system 1 p for the detachment of pedals 1 r. A system of upright sliding bars 1 v, 1 v′ and 1 t, 1 t′ between cabin 1 and opening 3 of fuselage 4 of aircraft
 5. 2. An aircraft with a detachable passenger escape cabin 1, according to the aforementioned claim 1, whose said detachable control stick system 1 k is divided into said upper control bar of movement transmission 1 m and said lower bar of movement transmission 1 m′ and upper control bar 1 m is located in said cockpit 11 and with its said end 1 n penetrates said slot 1 o of said floor 1 f of said cabin 1 while said end 1 n is hollow internally like a tube and with the configuration of a splined construction, and said lower movement transmission bar 1 m′ is fixedly mounted onto said structural parts 3 c of said fuselage 4 while its said end 1 n′ has an external configuration of a splined construction, while said upper control bar 1 m with its said end 1 n penetrates the respective external said end 1 n′ of said lower control bar of movement transmission 1 m′, achieving the insertion of spline-shaped projections in the respective said sockets of said end 1 n′ and thus said upper bar 1 m transmits its movements forwards—backwards—sideways to said lower bar of movement transmission 1 m′ which, through said wire ropes, transmits its movement to said rudders of said aircraft 5, whilst when an emergency situation arises said end 1 n′ of splined construction of said lower bar 1 m′ moves upright and vertically downwards together with said fuselage 4 which is connected to it and slides out of said end 1 n of said upper bar 1 m which is held inside said slot 1 o with the help of said safety pin 1 j inside said cabin 1 while said elevated wall 1 o′ of said slot 1 o protects from the water when said cabin 1 crashes onto the sea.
 3. An aircraft with a detachable passenger escape cabin 1, according to aforementioned claim 1, whose said system of detachable pedals 1 r located inside cabin 1 on floor 1 f of said cockpit 11 is connected via said push-pull bars 1 r′ with said separable crankshaft 1 p that functions as a torque arm transmitting movements towards left—right from said pedals 1 r, and said separable crankshaft 1 p consists of said upper crank of movement transmission 1 q and said lower crank of movement transmission 1 q′ which are connected by a false linkage and interact, and said upper crank 1 q is mounted at cockpit 11 and its said end 1 s is hollow internally in the form of tube with a configuration of splined construction, and said end 1 s penetrates said slot 1 x of said floor 1 f of said cabin 1, while said lower crank 1 q′ is fixedly connected via push-pull bars to said structural parts 3 c of said fuselage 4 while said end 1 s′ has an external configuration of splined construction and said upper crank 1 q with its said end 1 s penetrates the respective said external end 1 s′ of splined construction of said lower crank of movement transmission 1 q′, achieving the insertion of spline-like projections into the respective said sockets of said end 1 s′ and thus said upper crank 1 q transmits its movements towards left—right to said crank 1 q′ which, via said wire ropes, transmits movements towards left—right to said vertical rudder of said aircraft 5, whereas when an emergency situation arises, said end 1 s′ of splined construction of said lower crank 1 q′ moves upright and vertically downwards together with said fuselage 4 to which it is mounted and slides out of said end 1 s of said upper crank 1 q which is held in place inside elevated wall 1 x′ of said slot 1 x with the help of said push-pull bars 1 r′ and said elevated wall 1 x′ protects from the water when said cabin 1 crashes onto the sea.
 4. An aircraft with a detachable passenger escape cabin 1, according to aforementioned claim 1, whose said system of upright sliding bars 1 v, 1 v′ for said cabin 1 and 1 t and 1 t′ for said fuselage 4 comprises metal section U shaped bars and the width of said bars 1 v and 1 v′ is larger than that of said bars 1 t, 1 t′ thus enabling the insertion and sliding of said bars 1 t and 1 t′ into said bars 1 v and 1 v′, and said sliding bar 1 v is fixedly mounted on the external front portion of said cabin 1 and in front of said cockpit 11 and extends vertically, whereas the other said sliding bar 1 v′ is fixedly mounted on the respective external rear portion of said cabin 1 and extends upright and vertically and said sliding bar 1 t is fixedly mounted and extends upright and vertically inside said opening 3 of said fuselage 4 at the front said point 3 f while the other said sliding bar 1 t′ is fixedly mounted and extends upright and vertically inside said opening 3 of said fuselage 4 at the respective rear said point 3 f′ so that, when said cabin 1 together with said sliding bars 1 v and 1 v′ is properly inserted inside said opening 3 of said fuselage 4 then, at the same time, the respective said vertical sliding bars 1 t and 1 t′ are placed between them, whereas when there is an emergency situation said fuselage 4 moves upright and vertically downwards, aligned at the same time with said cabin 1 which slides out of said opening 3 interacting with and, at the same time, being led by said sliding bars 1 v-1 t and 1 v′-1 t′. 